Governor



A. KALIN July 2o, 1943.

GOVERNOR Filed March 24e, 1941 5 Sheets-Sheet l I GOVERNOR Filed Marchze, 1941 5 Sheets-Sheet 2 h, B\N

- `INVENTOR l A l. e F21' K1A L' N nrrv 1 lJuly 20,1943. A. KALHQ2,324,514

GOVERNOR Filed March 2s, 1941 5 sheets-sheet 4 HTTV July zo, 1943. KAUN2,324,514

4 GOVERNOR .l v

Filed March 26, 1941 5 Sheets-Sheet 5 INVENTO'R ALBERT A14/.nv

A ORNEY man@ Ju'iyza .1943KA 1 Y. t l 324,514 'I This invention relatesto -a governor forregudevice for effecting shutdown -of engine by latingthe operation lof controllableapparatus remote control means; v e. landl machinery in accordance with' changes' in Fig. 10 is a detail viewshowing part of a modiconditionsof operation thereof. The -governor fiedshut down valve arrangement,`

illustrated herewith is adapted for controlling 5 Fig. 11 is a diagramshowing the governor and the speed of a prime mover such as avDieselenlcertain ofthe improvements claimed herein. gine and xis oi' the typeshown in my Patent The invention will be described only as adapted'2,219,229, issued October 22, v1940. 1 to regulate speed of a primemover, but without eration;' e art.

` 'of the weighing (e. g. speed weighing) mechanism ofthe governor;

' controllable motor or automatically operating The objects include theprovision of 'new or intent to limit the yinvention-to that use. Theimproved governor mechanism or apparatus for:l l0 governormay be made-responsive to any force 1. Securing generally improved governoropresultant, other than speed, aswell known in the .l 2. Completely orpartially shutting down the GNRAL vAimAutotuning governed apparatus ormachineat desired times;

Referring-particularlyto Fig. 1, l is a base or (a) Without having todisturb the adjustment 15', adapter by which the governor is mounted ason y r a prime moversto be governed; 2 a' power case surmounting thebase; 3 a main servo-motor cylinder block adjacent lone side or thepower case; 4' aV speeder case' surmounting the power -case and"servo-motor block, and E a detachable cover for the speeder case. Theabove parts are preferably metal castings, machined,iElif.ted'.'r'rri1dA i secured together in fluid tight relationship. emechanism independently of-` the usualadjustmea-ns for attaching theoverA plate to the ment mechanism. a

3. Reducing or cutting oir power input to 'a geca (new featmexwm be muydescrip (b) incident to a predetermined adjustment of thefwelghingmechanism `(as when a speed ad,- iustme'nt mechanism is moved to orbelow lowest 20 running speed); y g' (c) selectively, as by hand.suitable remotely.-v

governed prime mover throughmeans acting` hyl drawings, in which:

' (cover removed),- on which the piane of'Fig. 1

is indicated at l l;

drive mechanism, taken as indicated at 5-5 draulically on a main controlvalve of aspeed governor incorporating a hydraulically actuated,speed-regulating servomotor, i l l 30 Other objects will bevbrought outin the following `description relating to the accompanying For couplingthe governor to a rotary part Iof, a machine to be governed (e. g. aDiesel engine) a shaft In extends through the base l, supported..mainly-by a bearing assembly Il, above whichanl l oil seal device l2peripherally embraces the shaft to prevent passage of the hydraulicfluid from fllti'g. 1 is a main central vertical sectional view fnteorof" the 'base dowpwaqly'along, the' o hegovernor; l 3f u Y; i th hat inha drivin l '4 Fig. 2 is relatively enlarged planview' thereof 0riglethlitdoge gers elefnent lsyof aggasit pump. The cooperating gearelement Il is shown in Fig. 5,. The gear` ump operates continuously,

`during rotation `of the shaft l0, and cooperates with spring loadedaccumulators (not shown)` to. maintain operating fluidatconstantpressure in a system *of ducts-including bores I5, l5 and l1,in the power case.` Hydraulic fluid supplied to and maintained lat thebore l1 under constant pressure is-controlled by operation or a pilotvalve l(plunger 20, sleeve 2l and other elemnts to be e f I l j taservo. Figs. Stand' are sectional detail views taken as gbse :s ergegnt 'mgm at -5-6 and .11 Fig' ,2 ShQWmg i (inter Fna) late the speed ofthe engine and to perform other mechanism which adjustably supports oneend 50 ,mentions as Wm hereimfr appeal- Fluid is ,of-pedlfr lever;supplied to the pump from a supply sump S e `Eig.` 8 is a sectional viewtaken at 8-8 on Fig. paruy 1n the power case and partlyln'the speedf gshowing` 1a.hydraulicl shutdown device and er case, essentially in themanner shovvrrandv B. M. E. P. control mechanism; described inthe'patent'identied above (Figs.`

Fiaeis a view similar to Figs. snowing' a 55 ,1, 2 `and 4 thereon.:Normal fluid level is indi-i l Fig.v 3` is' a vertical sectional viewtaken principally along the lines S-.Son Figs. land .2, and 40'partiallyas at 3a-e3a Fig'. 4;

. Fig. 4 is a fragmentary side view or the governor (partly in section)showing a manually adjustable speed setting amr device;

- Fig. 5 isa sectional detail showing aball-head 45 Fig. 2;

...,eyIinder above-fand downwardly from its no the ports 28 to the inte-70 cated at L herein. 'I'he supply inlet oi the pump (space Il, lowerpart of Fig. 1) communicates' with the power case portion of the sump;and inlet and outlet valves, one inlet valve element of one cooperatingpair of inletand outlet valves being shown at 23 and' one outlet valveelement of another co-operating pair being shown at 24, cooperate asusual with the pump gears, pump chambers and inlet and outletv ducts.The spring-loaded accumulators may be located in the power caseat'opposite sides of the bore I6 and communicate with said bore asthrough cross channels in the under side of the power case. One suchchannel is indicated at I9 (lower left, Fig. 1). The accumulatorsmaintain uniform pressure in the ducts. f 5, i6 and I1 in the event ofoverdelivery by the pump, excess fluid being discharged to the sumpessentially as in the arrangement shown in said patent.

The pilot valve sleeve 2| is tightly fitted into. a central verticalcylindrical bore 30 in a cen-L trai portion of the power case whichcompletely surrounds the valve sleeve.. 'I'he valve sleeve has acylindrical axial bore 3| which is open at both ends o! the sleeve andin which various "land portions of the pilot valve plunger are slidablyAtted d enabled to rotate while maintaining respectiv lateral ports ofthe sleeve sealed, as will be apparent. The plunger has two mainlands'25 and into upper and lower land portions by a groove 21 but thecomplete land 2'5 normally seals ports 28v of the pilot valve sleeve(open 'to constant pressure at the bore |1) with reference to thecentral bore of said sleeve. 'Ihe upper land 28 normally seals ports 29of the pilot valve sleeve (open to the sump) against communication withthe central bore of the sleeve. A neck portion 35 oi! the pilot valveplunger maintains an. open space between the valve plunger and valvesleeve 40 which communicates at all times with a duct 26 which, in turn,communicates freely with the lower end portion of the servo-motorcylinder, i. e. below the enlarged portion 31 of the servomotor piston22. which are normally blocked by the land 2l communicate freely at alltimes with the servomotor cylinder above the piston portion 31 through aduct 38. The reduced upper end 39 oi the servo-motor piston slidablycloses the up- 50 per end of the servo-motor cylinder and reduces theeffective area of the servo-motor piston relative to the lower effectivearea of the piston, so that, with the same'. pressure admitted to thethe piston moves upwardly. The piston has a j power connection(regulating rod 40) extending downwardly out of the servo-motor cylinderblock through a sealing ring 4| in a lower cylinder closure .cap I2secured to the cylinder block around the margin of a copper gasket 43.The gasket is partly contained by a rib- I4 on the cap. i Y

Downward movement of the servo-motor piston reduces and eventually cutsoil' power input to the engine; and upward movement admits and increasessuch power input.

.When the pilot valve plunger 20 is moved rmal' (illustrated) position,the land 25 opens rior of the valve sleeve 2|, whereupon constantpressure from the bore I1 around the sleeve' is admitted to the duct 36past the neck 35 of the valve plunger; and the servo-motor piston ispiston portion 31 then 26.- The lowerl land is separated 3 The ports 28of the sleeve 45 below: the piston portion 31,

raised due to the area differential of said piston. '(5

When the pilot valve plunger is raised, the land-26. by tion with theinterior of the valve sleeve 2|, dumps operating iluid from theservo-motor cylinder below the piston through the duct valve sleeve bore3| and ports 29; and constant pressure from the bore |1 through the ductll to the upper side of the causes lowering of the servo-motor piston.

The pilot valve plunger is maintained in the position shown, holding theservo-motor piston against movemen during normal operation of theengine, by reason of the operation of a nyball mechanism 50 including avspeeder spring Il and ily-balls 52 pivoted on a rotary ball head 53.'I'he ily-ball arms Il bear upwardly at their inner ends on a. thrustmember 5l rigid with the pilot valve plunger, tending to raisetheplunger as the speed oi the engine increases; but, so long as the loadon the engine remains constant at a given setting of the speeder spring,the downwa'rd force of the spring holds said plunger against otherwords' in balanced" on the valve plunger upward movement, in

position to main both lands 25 and 2l in closing relation to theirrespective ports. Friction ot the ball-arm nngers on the thrust memberIl causes the pilot valve \plunger.to rotate ing the entire operation oithe governor.

The illustrated connection between the speeder spring and pilot valveplunger 2l (new feature) includes a No. 4 (supra) and this will2,219,229) may be used instead of said special device.

The ball head 52 is reduced upper end portion It of .the pilot valvesleeve 2|. A depending hub portion 51 of. the ball head which surroundssaid portion 58 of the valve sleeve has gear teeth Bland. a's shown inFig. 5.-

the teeth mesh l'with a driving gear l! on a ver'- tical shaft 60 thelower end of which is drivingly rigid with the pump gear I4. has acircular wall portion 82 around the ily-balls and this supports a sleeveI2 which extends upwardly beyond the ends of the fly-balls and is turnedinwardly a slight distance at the top as indicated at 84. The sleeve andrim portion o! the ball head act as a centrifuge to clean operatingfluid passed'through the fully explained in my said patent.

Isochronous operation of the governor requires primary and secondary'compensation, as is well known. The compensation system shown herein isessentially the same as that of the above identied patent and referenceisl directed to said patent for a more complete discussion oi' the samethan given herein. effected hydraulically as a function of servomotorpiston movement; and restrains the axial movement of the pilot valve inits operation to initiate movement of the servo-motor piston, thuspreventing overtravel of ducing and increasing power input to theengine. I For primary compensation, iluid is moved in a compensation uidductl 10 which extends through various parts essentially the same as inmy said patent. A hollow of the servo-motor block 3 operates in an axialbore 12 of the servo-motor piston 22 so as to serve as an actuatingcompensation pump in increasing Opening the ports 2l to communica-Portion I1 to the sump with the ball head'dur-l special device forcarrying out 'objects be described later.4 An antifriction bearingy (asyin my 'Patent Journaled. for rotation on a The bau head u Ahydraulicsystem as Primary compensation 'is' said piston both in repiston 1`|fixed to the upper end aange end of the bore -38 of the power case. Thecompensation fluid duct 181s normally kept full of operating fluid fromthe sump through lateral holes 14 ina sleeve 15 (above servo-motor) the`bore of which sleeve hasrestricted communication with the compensationduct 18 at the upper end of the hollow piston 1|. The holes 14 are openoutwardly to the sump in the speedercase.

When load on the engine drops, the fly balls move outwardly, thusraising the pilot valve plunger. As the pilot valve plunger is movedupwardlyfrom its normally centered position, initiating a downward orpower input reducing movement-of the servo-motor piston, suction on theuid in the compensationfluid duct 18 tends to evacuate the space 13below the pilot valve sleeve.

This acts, hydraulically, yieldingly to restrain the upward movement ofthe pilot valve plunger, by virtue of a receiving compensation piston-15 connected to the pilot valve plunger by means of a coil spring 16capable of imparting reversiblerestraining action on the plunger andcapable of `causing the piston 15 to turn with the valve plunger in' thevalve sleeve. The'restraint (pri- .Imary compensation) is only temporarybecause,

an eccentric surface 81 (see Fig. 7, sheet 2 of A drawings) of ahorizontal pintle shaft 88. The shaft is rotatablysupported on alignedpins 89 (Fig. 6) threaded into opposite walls 4 of the Speeder case. Therelatively eccentric surfaces of the ring 88 and of the shaft 88 (at.81)are so related as to offset each other in one turned position of thering 86 on the eccentric surface 81 of the shaft (di`erentialeccentrics) so that in such setting (zero speed droop), turning of theshaft will not raise or lower the end of the lever 88 suspendedtherefrom. In such case the governor operates isochronously regardlessof turning ofthe shaft 88.l The remaining elements,

constituting the adjustable fulcrum for the speed adjusting lever 88(speed droop suspension) will be described later under the headingfSpeed droop adjustment.

as soon as the servo-motor piston starts to move i downwardly, fluidbegins to leak into the compensation duct (secondary compensation) fromthe sump 'at holes 14 and the restricted conm'lunicartion thereof withthe compensation duct. The

rate `of leakage is regulated by an adjustable needle valve pin 18between the holes 14 and the compensation duct. The space between thereceiving compensation piston 15 and the pilot valve plungercommunicates freely with the sump space of the power case. l

Upon increase4 of load, resulting in a lowering 'movement of the pilotvalve plunger, thereverse of the above described action takes place. Theresulting upward or power-input-increasing movement of theA servo-motorpiston moves fluid in the compensation fluid duct 18, raising or tendingto raise the receiving compensation piston 15,

POWER HEAD As shown in Figs. 2 and 3 the end of the -speed adjustmentlever 88 opposite the fulcrum (i. e.

`left end, Fig. 2) is pivoted to an upright stem 98 is slidably guidedfor vertical movement in a 'cap 93 closing the upper end of the powerhead cylinder bore 92. The left hand end of the lever 88 is bifurcatedto straddle the stem 98 and is provided withA axially aligned horizontalpins 94, the proximate ends of which pivot in 'a ring 945 clamped to theupper end of the power head piston stem 98.

The power head piston is 'actuated hydraulically and is controlled by afollow-up val-ve the stem of which is shown at 98 withinian axial boreof the piston stem 98, so that the piston moves up and down with thevalve, i. e. as the thereby to restrain the lowering movement of thepilot valve. Secondary compensation (leakage through the restriction atthe needle'valve 18)' removes the restraining action of the compensationpiston 15 on the pilot valve plunger as the speed is brought back ltonormal; but the direction of fluid leakage is reversed. Fluid leaks fromduct 18 into the sump. l

The above described arrangement in general,

i. e., except where attention iscalled to new features, is the same asthat of my Patent 2,219,229,

and the operation thusfar is also essentially the same as in saidpatent.

Spaan ADJUSTMENT As shown best by Figs. 1 and `2, a speed controllever.88 extends over the speeder spring 5|, (diagonally of the speedel`case in a horizontal plane as shown'by Fig. '2). The lever has anadjustable trunnion connection with the speeder spring in the form ofl ablock 8| (cylindrical ing `fulcrum of the lever' (right, Fig. 1) is ad-`justable vertically (for speed droop, more fully explained later), andasshown by Figs. 1, 2, 6

and 'I comprises a strap 85 embracing a circular surface of a ring 88which, in turn, is carried on 75 spring in opposing speed adjustment.

valve stem is moved up-and down. TheA valve admits. uid froma constantpressure source (described later) into operative relation to the pistonfor movement of `the latter up and down exactly as the-valve stem 96 ismoved. The valve requires very little power to operate it, and thus thepower required for changing speed, manually o r. by a Selsyn motor, maybe made independ-^ ent of the variable resistance of the speeder Theavailable hydraulic power from the constant pressure source is alwaysmore than adequate to overcome the force of the Speeder spring at anydegree of compression thereof. Thus the power head is useful: (a) inpreventing lag on'part of l (e. g.) a Selsyn motor due to resistance bythe Speeder spring, and (b) in preventing the speeder setting.

Constant pressure is applied to the upper side ofthe'power head piston9| (Fig. 3), to move the piston downwardly,'through a duct compris-- ingAa vertical bore |88 (left Fig. 1) in the power case communicating withthe bore l1 thereol` and bores in the Speeder case comprising a diagonalbore I8I, vertical bore |82 and a horizontal bore |83. The latter isshown in Fig. 3 connecting the upper end of the power head cylinder 92with the vertical bore |82. The same pressure is applied to the lowerpiston face (larger) to move the piston upwardly as will be shownpresently.

The power head valve is a cylindrical plug on the lower end of the valvestem 98, which latter does not seal the bore 91 of the piston stem abovethe plug', -whereas the plug is in sealing relation to the portion ofthe bore in which it slides. The plug |05 normally blocks two lateralports |01 and |08 in the stemr of the power head' piston 9|. The port|01 communicates freely with the power head cylinder below the piston 9|through a duct |09; and the port |08 communicates directly with theeffectively smaller cylinder above the piston 9|'. When the plug |05 ismoved downwardly by thespeed setting mechanism, uid from the cylinder 92below the piston 9| is vented to atmosphere along the valve stem 96, i.e. 'between it and the piston stem 80, whereupon pressure applied abovethe piston (smaller effective area) moves the piston downwardly untilthe plug again blocks the port |01.' Similarly when the plug |05 israised it y unblocks the port |08 admitting constant presthe plug |05has been raised and then blocking the port |08, stopping further upwardtravel of the piston.

While hydraulic fluid is being admitted to the lower side of the powerhead piston 9| there is a tendency for uid, so admitted, to raise thefollow-up valve plug |05 against the restraining influence of the spee'dsetting mechanism thereon through the stem 98. The force thustemporarily exerted on the relatively small plug during speed adjustmentis too small to be of any consequence, and as soon as the power headpis# ton rises and closes the port |08 the tendency to force the plugupwardly ceases.

Power head operating mechanism For operating the power head valve stem96 the speeder case parallel to the shaft and at- 'the right thereof(Figs. l and 2).

One end of the shaft IIB (or both ends if desired) can extend out of thecase for connection with a.

primary adjustment device or mechanism. One end only, as shown, is soextended, as to the right of .the speeder case in Fig. 3. The bar ||8 ispivotally pinned to the arm ||1'at ||9 and has a slot slidably embracinga pin |2| on the bell crank arm ||4.

For increased speed adjustment the shaft ||8 is rotated counterclockwiseas viewed in Figs. 1 and 4; and by virtue theyielding lost motionconnection constituted by the spring ||5, slot |20 and pin |2| the shaft||8 cannot, upon turning of the shaft to increase speed, as at startingof governor operation, be moved so forcibly as to strain orbreak thearms ||2, ||4 or ||1. The dangersof such breakage occurring arises fromthe fact that, until operating ilu'id pressure is built up in thehydraulic system by the gear pump or otherwise, the power head piston isoil-locked against downward lmovement. y A

It is usually desirable to move the speed adjusting lever 80 through adefinite angle in adjusting speed from maximum speed setting to minimumspeed setting. The manual adjustment quadrantfmay, for instance, belimited to a 40turn'whereas'a 42 or a 38 turn of the bell crank ||0 may'be necessary to adjust the speeder spring from the lowest desired speedsetting to the highest'desired setting. To en# able the relationshipbetween turning of the shaft ||8 and' adjustment of the speeder lever'80 to be changed, a slot |24 (Fig. 1) is provided in the upstanding arm||4 of the bell crank ||0, and the pin |2| can bev locked in variouspositions along the arm ||4 thus changing the angle through which thebell crank (and 'consequently the lever 00) will swing with a givenangular movement of the adjustingv shaft H8. The pin |2| has aclamping'nut |2Ia which is readily accessible through the top of the speedercase.

If speed adjustment is to be effected from a. remote point, as by aSelsyn motor, a suitable gear sector (not shown) is secured to theoutward end of the shaft ||8, which in that event may be made largerthan as shown, and the sector meshes with the driving gear of the Selsynmotor. c The power head then enables adjustment by such motor withoutintroducing vagaries due to motor vlag in proportion to the increasedfo'rce required for increasing speed (compressing the speeder spring.)If speed adjustment is manually effected the operator cannot, by virtueof the yielding connection described above, break any part of themechanism by trying to force'increased speed adjustment. Uponturning ofthe shaft in a direction to decrease speed (lifting the follow-up valvestem) there is no danger of breaking any part of the mechanism becausethe upward movement of the plug is never restrained by trapped hydraulicuid. The hand lever quadrant is always so arranged as to limit upwardmovement of the valve operating arm ||2 to an angle less than would berequired to cause said arm to engage the speeder case cover.

Manual speed adjustment. Positive lock Figs. 3 and 4 vshow the preferredarrangement l bushing can be turned in the arm and clamped j thereto asby a cap screw |33. 'I'he bushing is serrated tofit the serrations onthe shaft ||8 and notched to provide a radial shoulder |34. The armcarries a screw |35 in such position that its inner end can bear ontheshoulder |34 tangentially of the bushing, and the screw |35 has a locknut |36.

Near the freeend of the arm |30 the same is recessed toward-the speedercase (Fig. 3) to receive a quadrant bar |31 secured at its ends to thespeeder case, as by screws |38 (Fig. 4), so that the arm can travelalong the bar between the limits provided by the heads ,of the screws|38. A spring plate |45 bridges the recess and is bowed between its endsso as to press frictionally on the quadrant'bar. 'Ihe arm |30 is V boredlengthwise to receive a rotary plunger |39 fitted to the bore and havinga knurled knob arm along the quadrant bar.

|40 at its outer end lby which the plunger can be manipulated. Theplunger has a' reduced neck |4| slightly shorter than thewldth of thequadrant bar in a direction lengthwise of the arm |30 and conicalshoulders |42 adjacent the neck cal shoulders |42 and the quadrant bar.quadrant bar has a notch |46 (Fig. 4 only) so positioned that, when thearm is swung in a counterclockwise (speed increasing) direction nearlyto the limit of its movement in that direction along the quadrant bar,the plunger can be moved outwardly (pressed put by spring |41) so aspositively to lock the adjusting .arm to the quadrant; bar. The innerrelatively enlarged end of the plunger engages the notch as will beapparent.

With theabove arrangement, in order to position the arm |30 so that, inthe locked position of it (plunger engaging notch |46),4 the engineoperates at normal speed under normalload, one proceeds as follows: Thebushing |3| is released by the clamping screw |33 and the screw|35backed away from the shoulder |34. The arm |30 is then moved tolocked position (plunger |39 engaging the notch |46). The bushing isthen set to the nearest serrations so that it is approximately in theposition shown in Fig. 4 when the engine-will run or is running slightlyunder normal speed in the locked position of thearm. One obtainsapproximately i these relationships by operating the speeder mechanismthrough the top of the Speeder case. Next, with the engine'- running,the bushing |3| -is turned by means of the screw |35 against theshoulder |34 until normal speed is reached. Fi-

l nally the bushing is clamped solidly to the adjusting arm by means ofthe `screw |33.

For changing speed, one has only to push the plunger knob |40 toward theadjusting arm (releasing plunger |39 from notch |46) and to turn theknob in the proper direction4 todrive the the plunger in its bore, theforce of the spring 'Ihe springplate |45 servesV to maintain drivingcontact between the coni- The The friction of tail-rod is maintained incontact with the pis- A ton 22 by a follow-up spring |64 bearing downflio |45 against the quadrant bar cooperate to hold the arm in adjustedposition. Neverthelessit is an easy matter for the operator to overcome`all the friction when turningv the knob.-

SPEED Daoop nJUs'rMaN'r (Continued in part) Speed drocp operation of thegovernor is accomplished vby gradually reducing the downward force ofthe speeder spring on the pilot valve as the load on the engine isincreased and the servo-motor piston operates in the direction toincrease power input to the engine.

speeder spring by the speed adjustment lever 80 incident to suchoperation of the servo-motor is to accelerate the. operation of thefly-balls in y Tl'ier'e-Y sult of reduction ofdownward pressureon the.The operating connection between the servomotor piston 22 and the shaft88 (Figs. l'and 2) is a pinion on the shaft 88 and-rackteeth on a rod|6| in mesh therewith. The rod, in

effect, isa tail-rod for the servo-motor piston. The tail-rod may beslidably supported by vertically spaced xed ear formations |62 and |63of the speeder case; and the lower end of the against one side of thepinion |60 and has a pin |66 extending therefrom into an arcuate slot|61 in the pinion which is concentric with the relatively eccentricsurface 81 of the shaft 88.` One end of the slot, in event negativespeed drocp is not required, abuts the pin when the 'ring 86 is set forzero speed droop (as in Fig. '1). The slot extends around the pinion asufllcient distance so that the ring can be adjusted for the maximumdesired percentage of speed drocp as can be delineated by graduations onthe top face of the strap 85 and a coacting indicator point on `the ring86. When the ring 86 has been adjusted for the'desired percentage ofspeed drocp it is locked in place by a nut,|68 threaded on the shaft 88in position to abut the ring and force it against the pinion. 'I'heshaft and nut, as shown in Fig. 6, have opposed conical surfacescoacting with complementary conical surfaces|69 of the ring 86, so thatthe ring and eccentric surface 81 can have adequate clearance forpermitting the ring to be turned easily by hand when the nut isreleased, yet be mainfor different normal speed settings; since- (e. g.)4a 5% speed drocp at one'normal speed becomes a higher percentage of anylower speed.

. HYDRAULIC SHUrnowN With the prime mover running steadily at normalspeed the yupward force on the pilot valve plunger 20 by the ily-ballmechanism is balanced by the downward force of the/Speeder spring. Also,during such operation the fluid in the compensation fluid duct 10 isunder negligible (sump head) pressure. To decrease engine speed atdesired times or under certain critical conditions without changing thespeed adjust-r ment mechanism, I arrange to operatethe pilot/l valve byhydrauli'c/ means in the necessary di-` ronous` operation of thegovernor) but is depressed an amount determined by the slacking oif ofeffective Speeder spring pressure. Accordingly the shaft 88 whichsupports the fulcrum Astrap of the differential eccentric 86, 81 is lrection to cause shutting down or slowing down l of the prime moverthrough the speed regulating servo-motor. y l

In the governor illustrated,'I provide for ad mitting fluid from aconstant pressure source (i. e. accumulator pressure) into thecompensation duct, which force is suilicient'at any time, if continued,`to forceI the pilot valve. plunger vupwardly through the intermediaryof the receiving compensationpiston 15 andspring 16 to shut down theprime mover. Any other source of pressurefif sumciently high, can beutilized in thermanner indicated to accomplish shutrotated incident toupward movement of the v down "or-.reduction of power input without ichanging the speed setting of the governor.

Figs. 8 and 9 show a valve sleeve |10 in a vertical bore |1| of theservo-motor block 3, which bore communicates at its lower end with aconstant pressure source, for instance a portion 38a: of the space abovethe servo-motor piston portion 31. Another bore |12 leads horizontallyfrom a point intermediate of the ends `of the bore |1I and communicateswith a part of the compensation iluid duct 10, as at the portion 1a:thereof, Fig. 1, in the servo-motor block. 'I'he sleeve|10 may bethreaded into the block near the top thereof, as shown, and is closed atits lower end and has a sliding valve plug |13 therein which normallyblocks a series of lateral openings or ports |14 in the sleeve locatedat a reduced portion of the sleeve and made thereby to communicatefreely with the constant pressure source 381:. A spring |15, seated onthe closed lower end of the sleeve, normally presses the plug upwardlyin closing relation to the ports |14. Above the plane' of the ports |14the plug |13'hasa reduced neck |16 so as to provide a space around theplug communicating through sleeve portsv |11 with the lateral bore |12leading to the compensation fluid duct. As shown in Fig, 8 a valvesleeve |18 with check valve plug |19 therein is screwed into thehorizontal borev |12 in a manner to provide a one-way outlet viz: fromthe ports |11 into the compensation duct. The plug |19 is held onto asuitable seat therefor in the valve sleeve by a spring |80.

The upper end or stem portion |8| of the plug |13, inthe position of thelatter which opens thev .ports |14, acts as a valve plug to close aseries of ports |82 of the sleeve |10 which communicate with a sumpspace of the speeder case through longitudinal grooves |83 in the upperthreaded portion of the sleeve |10. Thereby 40 the uid from 38a: isdiverted to 101: when the plug |13 is depressed to open the ,ports |14.

\ With the plug |13 in its normal or closed position (sealing the ports|14) any leakage of high 45 sired reverse drive speed. The cam member|84 pressure fluid upwardly past the plug |13 will be vented freely tothe sump and will nottend to unseat the check valve ball |19 and passinto the compensation uid duct. The poclet between the lower end of theplug |13 and the 4sleeve |10 is vented to sump through a bore |84 finthe valve plug.

When the upper end of the plug |13 is depressed, high pressure uid isadmitted to the compensation duct and this causes the pilot valve 20 tobe pressed upwardly as the receiving-compensation piston spring 16 iscompressed, thus immediately slowing down and, if continued, presentlystopping the engine by cutting E its fuel supply.

Hand shut down One means of utilizing the functions of the valve justdescribed (|10, |13 etc.) is illustrated` plunger |88 slidably mountedin the speedr case cover 5. The plunger |88, as shown, lis over an arm|9| positioned between the plunger and rod portion |81; and the plungeroperates the rod |85 by depressing the arm |9|. The essential purpose ofthe arm 9| is described below. v

The plunger |88 is normally pressed upwardly by a spring |89 surroundingthe plunger and located between an operating knob |90 of the plunger andthe cover 5. When thel operator holds down the knob for a few secondsthe engine is thereby shut down.

Speeder-mechansm-operated shutdown The arm |9| mentioned above is partof a lever |92 pivoted on the'cross shaft 88 so as to turn relative tothe shaft. The lever is shown only on Fig. 8 but it occupies the portionon the shaft 88 on which the -reference numeral 88 appears on Fig. 2. Anarm |93 of the lever |92 extends over setting position, the arm |83 israised, causing the arm |9| of the lever to depress the shutdown rod |85and 'shut down the engine.

The mechanism just described is used principally on reversible enginesin such service as to require reversing at criticali tiiies. In operaition; when (e. g.) the speed adjusting arm |30 f (Fig. 4) is movedclockwise'substannuy to the limit of its movement in th'at direction onthe quadrant bar |31 the cam surface |95 operates on the lever |92 toshut down the engine preparatory to re-starting the engine to running inreverse. As soon as the engine ,stops the speed adjusting arm is movedcountrclockwise suillciently to -turn the-cam surface |85 out of contactwith the arm |93 of the lever governor to resume normal operation. Whenthe en gine has been ref-started, the speed adjustment arm |30 is movedfurther counterclockwise to accelerate the.engine and maintain thedecan, if desired, be turned on the shaft ||8, upon release of asuitable set screw, so as to render the cam inoperative to causeshutdown.

Brake mean efectiva` pressure control is a fly-ball mechanism etc.arranged somewhat as "shown at thefleft of Fig. 8. 'I'he device, asknown-in the art, and as employed herein, operates to limit the maximumbrake mean effective pressure (B. M. E. P.) which can be developed in i6o the engine cylinders by varying, in accordance with engine speed, themaximum amoun of fuel which can be supplied to the engine; whereby, if.`

the engine begins to labor heavily under the applied load, the fuelinput will be` cut down rather 5 than increased as would ordinarilyhappen on a governed engine when added load reduces speed.

As herein adapted and larranged the special ily-ball mechanism operates,through hydraulio cally acting means, indirectly on the main' pilotvalve which initiates operation of the fuel regulatingservo-motor, sothat the operation of said pilot valve, during expected load change isin no way interfered with or made sluggish by reason 75 of theemployment of the special fly-ball mech- 92, thereby enabling the anism.The. main speed regulating governor mechanism and the B. M. E. l?.control governor mechanismoat independently of each other during loadchange and ordinarily the operation of neither has any influence on theother.

Referring further to Figs. l, 2 and 8, the main ilyball head member 53has gear teeth formed thereon constituting a gear member 200. `Wil-,hin

the speeder case and at one side of the ball-head (location indicated inFig. 2) there is provided a straddle bearing mounting including speeder`fly-balls 2 Il Will be lneectlv and will not callge the shutdown rod tobe depressi'ed. The opcase portions and 202 and suitable antifrictionbearing assemblies 203A and 204 for an upright spindle and pinionassembly 205, 200. 'I'he pinion 200 is in constant mesh with the gear toeffect over-driving `of said pinion, as shown. 'I'he spindle element 205constitutes a ball-head having at its upper end supporting ears 2|0 fora set of depending ily-ballsy 2| l. During normal operation of thegovernor mechanism the ilyballs 2|| occupy the outward position shown inFig. 8` in which position a thrust member 2|2 is forced downwardly bythe fly-ball arms 2|3 against a shoulder 2|4 in the ball-head member205. The downward movement of the thrust member is resisted by a spring2|5 within the ball-head 205 arranged as will be obvious from thedrawings. I

y eration of the B. M. E, PL control mechanism ceases to operate tocause reduced power input if the en'gineafter commencing to stall, againpicks ranged substantially as shown in Fig. 8 but. prferably, for alltypes of service, a modified shut` down valve `mechanism according toFigs. 9 and Since it is desirable to4 effect, B. M. E. P. control onlywhen the servo-motor of the governor tends to operate to supply too muchfuel at relatively low engine speed it is only necessary to have the B.M. E. P. control' fly-ball mechanism operate to cause reduction of powerinput to the engine when the servo-motor piston is in its relativelyraised or increased-input-regulating positions.

With the above in view, ha lever 2|1 is pivotallY attached as at 2|8 tothe shutdown rod portion |81 near its upper end, and the free endof thelever rests on a rounded upper end of the thrust member 2|2, said freeend being guided by parallel finger portions 2|9 of the lever whichstraddle an upstanding pin 220 extending through the thrust member. Anadjustable fulcrum device 22| is mounted on the cross shaft 88 which isturned by the rack of the servo-motor tail-rod |6I, so. that thefulcrumdevice can engage a follower roller 222 on the lever 2|1 directlybelow the shaft 88. The fulcrum device 22| is so shaped that it servesas a fulcrum to allow the thrust member 2 I2 of the special ily-ballmechanism 205, 2|| etc.'to depress the rod |85 gradually increasingdistances in the upper range of movement ofthe servo-motor piston. Thisis by virtue of,r the surface 223 of the fulcrum device,

whichv surface gradually departs from the center i of the shaft 88 in adirection clockwise about the shaft as shown in Fig. 8.

In the position of the speed regulating servomotor piston 22 on Fig. lthe fulcrumdevice 22| is inv about the position illustrated in Fig. 8;Therefore it will be seen thatl if the engine begins to stall,` in saidposition of the servo-motor.

piston, and the special ily-balls consequently move toward the axis ofthe ball-head 205, the spring 2|5 in the bail-head lifts the free end ofthe lever 2|1 causing thepivoted end thereof to depress the shutdown rod|05 an amount determined bylthe position of surface 223 of the fulcrumdevice relative to the follower 222 of the lever. If on the otherhandthe servo-motor piston is in various lowered positions, as upon injitial starting of the engine or when in position to supply onlya'relatively small amount of fuel tothe engine, the inwardly slungposition ofthe 7 5 `l0 is used for reason explained below.

225 (Figs. 9 and 1.1) indicates an elastic fluid operated motor which`may be mounted in the speeder case over the stem IBI of the valve plug|13 and supplied (e. g.) with compressed air as through a tting 226 in amanner to thrust downwardly on a pin'f221 whenever air under'predetermined minimum pressure is applied at the fitting. A metalbellows 228 is contained in the Vhousing of the elastic iluid operatedmotor,

the upper end of the bellows being Asuitably "sealed to the pin 221 andthe lower end to said housing. A vent for the bellows is shown at 22Sleading to a negligible pressure area, e. g. sump S. Air undersubstantial pressure, when admitted to the space around the bellows,-tends to collapse the bellows endwise thereof and thrust downwardly onthe pin 221. Such motor can be arranged to operate on from 25 to 300#per sq. in. pressure and serve for example to shut down the power plantwhen the engineer of a Diesel driven train releases an emergency leverwhich, so long as he is in full control, he holds in depressed position.

Any other remotely controllable means for operating the shutdown valve|13 etc. can be used instead, for instance a solenoid.

Modified shut doum valve The modified valve arrangement, mentioned abovefor controlling admission ofhigh pressure iluid to the compensationfluid duct 10 is shown in Figs. 9 and 10, and diagrammatically shown inFig. 11. For illustrative purposes the locations and proportions of someof the parts in Figs. 9 and l0 are slightly different from,thoseemployed in actual installations. Fig. l0 is in larger scale than Fig.9.l

The pressure admitted to the compensation iluid duct as at 10x throughthe valve mechanism I10-I84 (Fig. 8) is over 100# per sq. in. and thisis ordinarily more than adequate to cause a full-shutdown because, whenoperating fluid is dumped from the space below'the servomotor pistonportion 31, consequent upon raising of the pilot valve plunger 20,the`servo-motor has many times more than the required downward thrust onthe control rod 40.' It is possible, however, to operate the governorwith the secondary compensation adjustment needle valve 18 (right, Fig.l) suillciently open so that, when the shutdown valve plunger '|13 isdepressed, the rate o'f discharge of high pressure fluid to thecompensation iluid Vduct is inadequate to offset the leak at the needlevalve. The arrangement according to Figs. 9, 10 and 11 .enables theportion of the compensation fluid duct adjacent the needle valve tobeclosed during the operation of the shutdown valve mechanism.

In Figs. 9 and-10, the horizontal bore |12, to which high pressure fluidis admitted when the valve plug |13 is depressed, communicates with acylindrical valve bore |96 in the servo-motor block 3. The :bore |96extends from the bore |12 past a short passage 10g, forming a branch ofthe compensation fluid duct portion 10ftl into crossing relationship toa diagonal -bore 10a. The bore 10a leads from the duct portion 10:1: tothe fitting in which `the secondary compensation needle valve 18operates (see Fig. 1). The end of the bore |96 opposite the'end portionthereof which crosses the bore 10a is closed by a' threaded plug |91.Slidablyfitting the valve bore 96 is a valve plunger |98 having areduced diameter portion i98a at one end, normally Aheld against thethreaded plug |91 by a spring |99. The spring lies partly in an axialdeadended bore |9912 of the valve plunger and extends out of saidplunger bore and bears against the end of the valve bore |96 lyingopposite the threaded plug. The portion of the valve plunger |98 whichi'lts branch passage 10114 from comunicating the duct portion 10a: withthe valve `bore |96. Also, normally, the end of the valve plungerwhichcontains the spring does not block the diagonal bore 10a of thecompensation fluid duct.

When the shutdown valve plug |13 is depressed,

thehigh pressure fluid from the space 38:1: en-

tion fluid duct 10 is made strong enough so that the plunger |98 doesnot move during the com' pensating action of the mechanism, that iswhenthe lowering movement of the servo-motor piston 22 causes, or tends tocause a lowering movement of the actuated compensationy piston 16.

` Boosrrm Snnvo A Shown at the left in Fig. 3 and located at the left inFig. 2 is a cylinder :block portion 240 of the Speeder case portionwhich contains the power head 90 etc. previously described. Fig. 1, atthe left, also shows part of the duct system the valve bore |96 normallycloses the shortI I associated with the mechanism about to be described.The booster-servo is for enabling air pressure froml the starting airlinev of a Diesel engine to be used to vinsure the building up'oi'adequate pressure and supply of operating iluid in the governor.

As shown in Fig. 3 the block portion 240 of the Speeder case(hereinafter for convenience:l block 240) is bored upwardly from thebottom at 24| to a point near the top to receive a piston 242 havinganimperforate partition 243 between f its ends, a downwardly projectinghollowv cylinder portion 244 below the partition and an upwardlyprojecting hollow cylinder portion 245 above the partition, 'I'he piston242 is normally forced downwardly, by a strong spring 246 in' the upperpart of the cylinder bore 24|, against a plug-like member 2.41 fixed tothe block 240 'and which nearly closes the lower end of the cylinderbore. -The member 241 has an axial bore 250 leading therethrough andhaving an enlarged entrance portion threaded to receive an air pipeconnector fittingl (not shown) of the starting air line. Pressure insuch lines is usually several hundred pounds. An upper cylindricalportion 25| of the plug-like member 241'constitutes a fixed pistonmating with the lower cylinder portion 244 of thepiston 242. A

valve plunger |98 from backingup in the bore 10a where it couldotherwise be bled oil' at the illustrative purposesz-the pilot valvesleeve 2|v is omitted; the valve body |10 (in which the shut-downcontrolvalve plunger |13 slides) is omitted; the hydraulically actuated valveplung-y er |98 slides to the right (instead of the left as in Fig. 10)in opening the passage 10g to a high pressure source and closingcommunication between the compensation fluid duct portions 10.1:

and 102; and the principal portions of all the various fluid ducts andpassages are shown in the plane of the drawings. The passage indicated|14 etc." on Fig. 11 represents the laterall ports |14 in the sleeve |10and that portion of. the bore |1| of Figs. 8 and 9 which intercepts theservo-motor cylinder space 36a: above the servo-motor piston portion 31.The pressure in passages |1 andv 38 is, however, the same as that insaid space 38x. The spring |99 which normally holds the hydraulicallyactuated valve plunger |98 positioned to unblock the compensacup shapedexible sealing element '262. is secured to the fixed piston 241, so thatair admitted through the bore 250 thereof will raise the hollow piston242, compressing the. spring 246.

Assuming the upper part of the cylinder bore 24| contains hydraulicfluid, the air line pressure Will force such fluid out of the upper endof -the block 240 through a duct 253 formed by intercepting bores in thetop wall of the block 240 as clearly shown. The duct 253 (cf. Figs. 1, 2and 3) `leads to the constant pressure space |1 etc. of the hydraulicsystem of the governorA as through a vertical bore 254 (see Fig. 1) andcheck valve chamber 255, part of bore |02, which latter communicateswith the duct comprised of bores |00 and |0| (Fig. 1) already described.The check valve chamber 255 has a spring pressed ball 251 thereinoperative to prevent loss of pressure from the constant pressurechambers (I1 etc.. including power head cylinder 92) of the governorafter starting has been accomplished.

The booster-servo obtains hydraulic fluid from the speeder case portionof the sump through aduct comprising interconnected bores in the Speedercase: 260, 26|, 262 and 263 (Fig. 2 par ticularly) past a gravity seatedball check'264 (Fig. 1) in the bore 262. The bore 263 intercepts thedischarge duct 253 in the top of the booster cylinder block. The ballcheck 264 prevents return flow of' fluid to the sump from the boostercylinder when the booster-servo piston is raised `inystarting.

Y In the event the governor stands idle for some time the pressureaccumulatore will ordinarilyforce most of. the fluid out of the constantpressure spaces into the sump In such' event sub.l

sequent operation of the booster-'servo piston would be resisted only bythe unloaded or nearly unloaded accumulator springs. Also if iluidhappened to be low in the speeder case portion of the sump at the timethe booster-servo piston 242 previously descended to draw a new supply.of iluid from that portion of the sump and the sump supply failed tosupply uid there would be nothing but air in the upper part of thecylinder 24| to damp the upward movement of the booster servo-piston onthe next actuation.` In either event damage to the upper booster-servocylinder head portions can be prevented by the present arrangement (Fig.3), viz:

The upper cylinder portion 245 of thel booster-V servo piston slidablyreceives a dash pot plunger 265 having a small hole 266 extendingtherethrough to a downwardly open counterbore 261 of the plunger. Acompression spring 268 resting on the partition 243 extends into thecounthe Speeder spring. Itcan, incidentally, be used as an interponentbetween any of the connected parts of speedv adjustment mechanism. asbetween the power head vpiston and .lever 88.

As shown in Fig. 1 a servo-motor cylinder 28| is made rigid with thepilot valve plunger 28 and ballarm linger thrust member 56 thereof, andthe lower s'peeder spring retainer or perch 282 carries a piston 283'iltted to the cylinder. 'I'he pilot valve plunger 28 is centrally boredat 284 from its lower end (lower end of bore suitably plugged), and thebore vextends upwardly past the groove`21 of the land 25 of the plungerand communicates with the groove by reason of cross holes 286. 'Thegroove 21 being opposite the con- Y stant pressure ports 28 of the pilotvalve sleeve, during normal running speed ofthe engine, is normallycontinuously supplied with hydraulic fluid under substantial pressure.Part of the fluid so supplied to the axial bore 284 is taken from saidbore at an upper groove 286 through terbore 261 and operates, whenevernecessary, to

, cylinder portion 245 ofthe booster-servo piston.

'I'hus when air is applied to raise the boosterservopiston and thepiston encounters little or i radial holes in the plunger communicatingwith the bore and the latter groove. Fluid so supplied to the wall ofthe valve sleeve 2l travels upwardly and downwardly from the groove 288in the Yclearance space (e. g. .002")' between the plunger and sleeve.The downwardly traveling fluid is 'used for lubrication somewhat thesame as in said patent through the intermediary of a. reservoir groove281. Th'e fluid which travels upwardly along the outer surface of thevalve plunger is intercepted by a reservoir groove 288 and returned to acenter bore `29| leading downwardly from inside the working chamber ofthe no resistance except that allorded by theI spring Y 246 the impactof the booster-servo piston is cushioned by discharge of hydraulic fluidfrom the dash pot.

To prevent oil from entering the air starter line where lit might causean explosion if allowed to be carried into the yengine alongwith thestarting air, a vent hole is provided at 218 in themember 25| whichserves as the4 iixed air piston. The illustrated position of the ventalsoV prevents air which may leak past the sealing l cup 262fromenteringthe hydraulic fluid of the gizlernor along the outside ofthe hollow piston Starting air admitted to the chamber between the fixedand movable pistons 241 and 242 can be bled out of said chamber at aball check valve 212, Fig. 3, having a ball 218 which moves when air isapplied to the line and which is pushed away from the seat by the springwhen the air pressure ilnally drops say to around '15# per sq'. in;

Cusm'orr START Forpreventing radical overshootin'g of speed beyond thedesired normal running speed at the start of operation of the engine(partly explained in object No. 4, under and b) there is provided; Fig.1, a servo-motor 288 between the upper end of the pilot valve plunger 28and the speeder spring 5|. Thisservo-motor canbe'supplied with hydrauliciluidpartly through an axial bore of the pilotyalve plunger which. as

shown in my patent identiiled above. supplies oil for lubrication oftheball-head bearing. This is the principal reason for locating the cushionstart" .servo-motor at the top of the pilot valve plunger.v Otherwise itcould lust as well be above servo-motor 288 into communication with thegroove 280 through radial holes 282.

At the start o1 the operation of the governor the piston and cylinderchamber ot the servomotor 288 is practically empty, fluid having beensqueezed out of the chamber by the force of the Speeder spring. Thisallows the spring to be-V come extended so that it has initially lessforce to oppose outward movement of the ily-balls than it has-to haveduring normal operation. Thus with the spring. in eiect, slacked off atthe start thefiy-balls quickly attain their normal operating positionand begin to 'check the speed of the engine before it has attained fullspeed. But

groove 21 in communication with constant pressure ffluid in theAhydraulic system, as evident from Fig. 1. the servo-motor 288 becomesrapidly outwardly against a seat 214 in a sleeve 215 (overcoming theforce of the ball spring 218) -55 vfilled with operating fluid and theeffective force of the Speeder springv is then increased to normal forthe particular set speed.

The working clearance of the valve plunger and sleeve between thegrooves 286 and 288 of the plunger can be such as to regulate the supplyof i'luid to the servo-motor 288 so that the servomotor becomes filledjust as the engine attains normal running speed; or suitable means forad- .iustably metering fluidtothe servo-motor can be used (e. g. needlevalve, not shown).

To limit the capacity of the working chamber of the servo-motor 288 sothat .the speeder spring is always compressed the same amount by theservomotor, leak oil? vents may be provided in the wall of theservo-motor cylinder, as at 296. Alternatively, coacting shoulders (notshown) can be formed on the piston and cylinder detinitely to limitupward movement yof the lower .Speeder spring retainer relative to thepilot valve plunger. Y

During normal operation the piston and cylinder surfaces of theservo-motor 288 turn relative since raising of the pilot valve plungerplaces the to each other so as not to prevent rotation of the pilotvalve through engagement of the ball-arms 54 with the thrust member 55.At the star-t it does not matter particularly whether or not the pilotvalve plunger turnsin its valve sleeve.

Conn START; Los DELAY A cold Diesel engine otten does not start readilywith the throttle fully open. Starting is easier with the throttlepartly (e. g. half) open. Load as oi a generator should be preventedfrom being applied to the engine until such time as the engine hasattained substantially normal running speed.

Referring to Fig. 1: upon starting, the first operation of the pilotvalve 20, 2l is to admit uid to the under side of the input-regulatingservomotor piston portion 3l, tending to cause the servo-motor piston torise to the full limit of its stroke. This upward travel is normallyarrested only when the y-ball weights move to the vertical position inwhich shown or outwardly therefrom to correct over-regulation. Untilnearly normal speed is attained and the accumulatore are charged, thereis very little pressure at either side of the servo-motor piston portion3l. However there is enough to move the servo-motor piston to fullthrottle position unless there is some means for checking that movement.

As shown at the right (Fig. 1) 'l provide a spring-stressed servo-motorlatch comprising a piston 300 in a cylinder block 305 attached to oneside of the main servo-motor block. The central bore 302 of the cylinderblock 30| is op'en to a 'working pressure space of the hydraulic system,as by reason of a duct 303. The piston 300 has a y relatively reducedportion 305 extending into the main servo-motor cylinder at suchposition that it can serve as a latch or abutment for engaging theregulating servo-motor piston portion 3l, say half way to the upperlimit of its full stroke. A

' spring 305 between the outer end of the cylinder bore 302 and thepiston 300 has sufficient force to overcome the initial pressure in thehydraulic system tendina to push the piston 300 outwardly to withdrawthe latch pin from the main servomotor cylinder. The outer or dead endof the cylinder bore 302 is vented to sump as by a duct 301, and thepiston 300 and cylinder bore 302 may have surfaces at 308' and 309respectively, capable of forming a tightly sealed valve when the pistonis moved hydraulically to latch release position. v

AS long as the regulating servo-motor piston portion 31 is held againstthe latch pin 304, as the engine picks up speed, the friction of saidpiston portion on the latch pin prevents pressure at the upper side ofthe servo-motor piston portion 31 from acting on the piston 300 towithdraw the latch; but when the ily-ball mechanism nally centers thepilot valve plunger a slight overtravel of the latter releases iluidfrom the lower side of the servo-motor piston and the friction. force onthe latch pin 30| is temporarily released. Thereupon the piston 300 isdriven hydraulically to its full latch-releasing position where itremains during subsequent operation of the governor.

Since the piston 300 remains in the position 'in which shown until theengine has attained speed and then moves outwardly and remains there,the

piston can be utilized to operate a switch such as 'indicated at 3| Iwhich, when closed, energizes the ton 300, during acceleration of theengine to force energization of exciter coils of an A. C. generator,and, afterward, to cease forcing said coils. A closure member 3I2 of theswitch 3| I is shown as carried on a stem 3I3 extending out of the block30I and connected to the piston 300 for outward movement thereby as theengine attains running speed. The valve provided bythe surfaces 308 and309 of the latch-operating piston 300 and the block 30| prevents leakageof hydraulic uid out of thek block along the stem 3I3 during operationof the governor.

The above described functions of the device 300-3I5 can vbe usedindependently of each other. Irrespective of the type of prime movergoverned, the pilot valve and main servo-motor would cooperate asdescribed to release and position the latch device to withdrawnposition: hence in any case the functions of performing operations on agenerator, as in preventing applicatio'n of substantial load on theprime mover until normal or nearly normal speed is reached oz'controlling excited coils are desirable. Initial checking of theservo-motor at a position short of its full stroke reduces vaclllationin speed at the beginning of prime mover operation, irrespective of thetype of prime mover governed.

Access To Seasonic CASE Usually access to the Speeder case is by meansoi a cover which is ilxed to the' case by screws. In such constructionthere is a special filler opening for hydraulic iiuid but the openingdoes not enable general inspection of the mechanism in side the case oraccess for making adjustments or cleaning out deposits of foreign matterwhich may accumulate in the case. In the present construction the entirecover 5 can be removed quickly without the use of tools and just aseasily replaced and securely fastened in sealing relation to the case.

As shown in Figs. 1 and 3 the speeder case cover 5 carries, nearlycentrally thereof, a. fairly large knurled knob 320 having a circularstem 32I rigid therewith and' projecting downwardly therefrom andmounted for rotation in the upper wall of the cover. Below the circularpart of the stem is a non-circular portion 322 (e. g. square) extendinga short distance -below the under side of the cover. Below the squareportion v.

the stem `has a reduced screw-threaded portion 3,23 shown as extendingin threaded engagement with a boss at the mid-portion of a substantiallyrigid horizontal locking bar 324. The locking bar, in the position inwhich shown (see Fig. 3) has its two ends` extending downwardly to formtongues 325 adapted to underhang inwardly extending ribs 321 onrespective opposite side walls of the Speeder case at the upper innermargins of said walls. The locking bar is of suiliciently less strengththan the inner width of the case so that the bar can be turned about theaxis of the lstem 32|, the ends of the bar being rounded to clear theside walls. A stop for limiting the swinging movement of the locking bardepends from the cover at 328. The locking barl can be turned againstthe stop to a `position approximately parallel, with the side wall ribs321.

A bowed leaf spring 330 extends across the locking bar, said springbearing upwardly at its ends on the cover and downwardly on the barinter- Amediately of said ends. The spring has a. round hole throughwhich the square portion of the stem 32| extends to hold the spring inposition. A metal disc 33| having a square hole embracing thisapplication.

the square portion-of the stem 32| lies between the spring 330 and thelocking bar. A shoulder for preventing the threaded portion of the stemfrom beingfturned until it is unscrewed from the locking barmay-comprise a cotter pin 333 which,

in the locking position of the bar, is (some, distance below theunderside of the bar.

-The locking bar, in the cover securing position thereof (as shown) canbef caused to bear upwardly on the ribs 321 with sumcient'force to holdall marginal edges of the cover Vtight against the .freely to the leftagainst the stop 223 since the spring 330 maintains pressure on the disc33| on msm including meansrendered operativev by said normally closedvalve, when the latter is moved' to open position, to render the bleedertemporarily inoperative to bleed fluid from part, of 4said system. Y f

3. In a governor a hydraulic servo-motor adapted to regulate a machineor apparatus to be governed, pilot valve means operable to control Yadmission and release of hydraulic fluid. from a relatively highpressure source in respect tothe .l

servo-motor, weighing means normally-controlling the operation of thepilot valve means, hy-

draulically operable compensation means acting l the square portion ofthe stem, and the disc frictionally drives the locking bar with therotating l stem 32|. The cover can then be lifted oil the case.v

In returning the locking bar to locking position after replacement .ofthe cover, vrotation of the knob to the right turns the bar to the rightv until it engages a.v diiferentr surface of the stop 328 whereupon itis in the locking positiongin which illustrated; Further turning of theknob then drawsdown the cover. d

Certain of the features 4 shown herein .are

claimed -in the following divisional or continuation applications:Serial No. 403,805, iiled'July 24, 1941; Serial Nos.410,283 and 410,284led Sept.v l0, 1941. n- Reference is also. directed `to my copendingapplication Serial No. 396,338 filed June 2, 1941, to which certainclaims `were transferred from I claim;

4 1. `In a governor mechanism, a hydraulic regul lating relay includinga regulating servo-motor;

a pilot valve actuatable in opposite directions from a normal positionfor controlling application of hydraulic pressure tothe servo-motor and"operation of through hydraulic fluid at relatively low pressure on thepilot valve' means through a compensation fluid. duct as a function ofservo-motor travel tof.` prevent .overregulation at each change imposedVon the weighing element by operation of such mechanism or apparatus.means forming a passage connecting the high pressure source to thecompensation fluid duct, normally closed valve means blocking thepassage, and means to operate the valve means to open the passagewhereby to 'enable high pressure fluid to counteract one operation ofthe weighing means on the pilot valve means.

y 4. In a governor, tnecombinauon with a nigh4 pressure source ofhydraulic iluid, a hydraulic servo-motor, a weighing element, a slidingpilot valve member actuated by the` weighing element to control theadmission of hydraulic iluid from. said source to the servo-motor, andcompensating means including a duct in which hydraulic fluid is movedconsequent upon movement of the servomotor in a manner tending torestorethe pilot valve member to normal position upon-each movement ofsaid pilot valve member out of normal position, of means to operate thevpilot valve member in vone direction independently ofthe to said highpressure source and to the compenweighing means operatively connected tothe pilot v valve, auid operated compensation system operf ativelyconnected to the pilot valve in a manner tending to restore the pilot'valve to normal position upon each movement'oi said pilot valve out ofnormal position; and means including a nor'- mallyclosed valve arrangedto subject said sys-- tem to fluid pressure from Ia source outside said.system whereby to cause an actuation of the pilot valvein one directionindependently of the action of-the weighing means thereon.

2. Governor mechanism according to claim 1 wherein the compensationVsystem includes a secondary compensation outlet vand inlet vent. in`"the compensation system; said governor mechamovement of the sationfluid duct and valve means normally blocking the second duct andoperable to unblock the same.

means normally pilot valve means, and speed setting means operable onthe weighing means; of normally inactive hydraulic means operable on thepilot valve means to cause the same to operate the servo-motorindependently of input-decreasing direction,

connecting the speed setting means and normally vinactive meansandoperative to render the latter active vupona predetermined speedreducing settingmeans. AUBERT KALIN.

the weighing element, saidV last named means including a second ductconnectedV -l 5. Ina governor the combination with a hydraulicservo-motor adapted to regulate power input to a prime mover, pilotvalve means operable to control the servo-motor, speed weighingcontrolling the operation of the y weighing means in an 4` and meansoperatively

